Safety-stop-signal attachment for railway-signals.



J. M. MOORE & F. P. KAMP, JR. SAFETY STOP SIGNAL ATTACHMENT FOR RAILWAY SIGNALS.

APPLICATION FILED MAY 18. 1908. I 4

Patented Fab. 23%; 1 9094 Enmntond.

--' allllllll lv PATENT @FFICE.

JOHN M. MOORE, OF BRIDGEVILLE, AND FRAN K 1*. KAMP,

JR, F LAWRENCE, PENNS LVANIA.

SAFETY-STOP-SIGNAL ATTACHIl/IENT FOR RAILWAY-SIGNALS.

Specification of Letters Patent.

Application filed May 18,

Patented Feb. 23, 1909.

1908. Serial No. 433,373.

To all whom it may concern:

Be it known that we, J omv M. Moose and FRANK F. KAMP, Jr, citizens of the United States of America, residing at (1) Bridgeville, (2) Lawrence, in the county of (1) Allegheny, (2) Washington, and State 01? Pennsylvania, have invented certailrnew and useful Improvements in Safety-Ste)- Signal Attachmentsfor Railway Signals,

of which the following is a specification, relerence being had therein to the aceompanymg drawing.

This invention relates to a safety stop signal attachment for railways, and the primary object of our invention is to prevent accidents by trains running past signals when set at danger.

Another object of our invention is to locate the safety stop signal a prescribed distance back from the switch point, draw-ln'idge, railroad crossing, orin fact any place where it would require a train to be stopped, thereby preventing accidents, the llestruelion ol property and in all probability the loss oi life.

A further object o'l our invention is the provision oi novel means for automatically applying tLlY'lHQLlQOS oi' a train through the intern'iodiacy of a semaphore signal.

The present invention is an improvement on the device shown and claimed in lietters Patent No. 870,453, granted to us November 5th, 1907, and aims to provide means for insuring the return of the brake valve actuating rod to its proper position after each actuation thereol', as w ell as insuringthc actuating rod nornntlly maintaining its proper position for actuation by the track device.

In the drawings, Figure 1 tion of a signal post with our improvement shown in elevation. Fig. 2 is an elevation on a large scale of the engineers brake valve and parts appurtenant thereto. Fig. 3 is an elevation partly in section of the brake operating mechanism, Fig. 4 is a bottom plan of the brake valve shalt. Fig. 5 is a view in perspective on an enlarged scale of the guide brake operating slide. Fig. 6 is a similar View of the slide for operating the brake valve, and Fig. 7 is a top plan view of the brake valve operating means.

The reference numeral 1 designates hol- T maphore 40 is a vertical sec- I to operate the arm 2. At the base of the hollow post 1 is a suitably fulcrumed belll crank lever 4 connected by a rigid connection 5 to the semaphore arm, and by a link 6 to a slide 7 of invertedT shape.

The slide 7 is movably supported within a guide 8 corresponding in contour to the slide, and secured upon a support 9 at one side of the track 10. The slide 7 is provided on its free end with a bev'led lu adapted to be struck by the Mg 12 formed upon a disk 13 mounted upon the lower end of a vertical shaft 14 sup )orted in bearings 15 and 15, carried by the locomotive. The disk 13 is guided between lixcd upon the parallel l shaft 14, said uide plates I having llared edges to permit 0 the lug'll a easily moving between said guide plates. i Upon the upper end of the shaft 14 1s mount- ,ed a' disk 17, formed with a lug 18,. adapted to engage a corresponding lu 19 formed l upon a disk 20, mounted upon the stem 21 ot l the engineers brake-valve 22. l Arranged between the disk 17 and the l bearing 15 is a coil spring 25, said sn'ing i being employed to retain. the shaft 14 in its l normal position, and also to return same to its normal position after each actuation. l The utility and operation of the mechanl ism constructed as above described will be readily understood.

When the soma hore arm 2--is set to indicate danger, the slide 7 is projected towards.- l the track 10, bringing its lug 11 into osition l to be struck by the lug 12 of the dis 13, so that if the danger signal is not observed by the engineer, the shaft 14 will be turned automatically to operate the brake-valve 22 and set the brakes. The usual lever 23 is 1 fixed upon the upper end of the brake valve 1 stem 21 to be mani ulated by the engineer. Our improved railway safety device is applicable to any automatic or mechanical Y operated signal that is employed to stop a train. The device is adapted to operate in dependently of an engineer of a locomotive and is adapted to prevent rear end collisions when used in connection with electric or minute blocks of any kind of signal or semaphore.

Having now described our invention what we claim as new, is

The combination with a signal post and a semaphore arm pivotally secured thereto, of

a. belhcrank lever fulcrnmed at the base of l, post, a rigid connection between said guide plates 16 l shaft and the other up ranged oil the vertical shaft at the upper end thereof for returnn'lg said shaft to Its normal posltlon for each actuatlon thereof, substanl5 arm and said bell-crank lever, a horizontally guided slide connected to said bell-crank lever, a beveled lug carried by said slide, and means carried upon a locomotive and adapted tielly as and for the purpose herein set forth. to contact with said beveled lug and operate In'testimony whereof We affix our signa- & brake valve neon the locomotive, oonctures in the presence of two Witnesses.

prising a ert-ieelisheft a on the 1ower JOHN M MQORE end of Sflld sheft and navmg :1 lug, 1nte1- FRANi KAMP: JR.

locking shoulder disks eeeh having a lug and.

mounted'one upon the upper end of said ii 'itneseesz =1 the stem of eaid JOHN J. fimvlms,

R. G. RUSSELL.

brake Valve end retreetinv spring e1?- 

